Railway truck



pril 29, 1952 A R Cmp; I 2,594,734

RAILWAY TRUCK (Ittorneys April 29, 1952 A. R. @RIPE 2,594,734

RAILWAY TRUCK Filed- Feb. 28, 194'? 5 Sheets-Sheet 2 lnventox:

April 29, 1952 A. R. cRlPE 2,594,734

RAILWAY TRUCK Filed Feb. 28, 1947 5 Sheets-Sheet 3 I Snvenfor C9255 @2W I e' y 43 3.9 ,/M/VMg'Q/M (Ittornegs e and. a pair of brake discs l secured thereto Patented Apr. 29, 1952 Motors Corporation, D

tion of Delaware c troit, Mich., a corpora- Appli'cationFebruary-ZS, 1947, Serial No.1731,525 6 claims. (o1. msg-132)' This invention relates to means for cushioning shocks between the unsprung and sprung members of railway trucks.

The principal object of theinvention is to provide a lightweight truck including articulated suspension1 and bra-ke applying `means having few rubbing surfaces and suitable cushioning and damping meanslocated adjacent the point of application of the vertical transverse and longitudinal forces in the unsprung and sprung truck elements and therebetween in order to pro#- Vide satisfactory ride stability under free running conditions and braking conditions.

This and other objects of the invention will become apparent by reference to the following detailed description and drawings illustrating a railway truck incorporating means and the arrangement'thereof by which these objects are accomplished.v

Figure 1 of the drawings is a top plan View of the truck with parts broken away.

Figure 2 is a side elevation with parts broken away. l

Figure 2a is an enlarged side elevation View of certain parts shown in Figure l with parts broken away.

Figure 3 is a perspective View of the central portion of one side of the truck showing a portion of the bolster linkage with parts broken away.

Figure 4 is an enlarged View similar to Figure 2 of a detail of the bolster linkage with parts broken away and in section.

i means`v of parallel longitudinal' radius links n and' is provided with a cam face 2| on the outer end cushion assemblies generally indicated at I 3.

Transverse end sill members I5 are secured be" tween adjacent ends o'f the side frame `members' 9 and transom members i5 are also secured be# The truck frame' is resiliently' supported on, the journal boxes 5 by four main transverse torsion barsprings I9 located alongside and'withej in each of the end 'sills l5 and alongside and without each of` the transoms I6. A longitudinal lever 2D" is splined on each main transverse ,tor-V sion springv IS adjacent one end and this lever which engages with a cushion assembly' indicated generally at 23 and located in a longitudinal depression 24 in the upper face of a journal box 5.V The cushion assembly 23, asbest shown iny Figure 2a', comprises an upper cam plate 23' Figure 5 is an enlarged sectional view taken on line 5 5 of Figure 4 with parts broken away.

Figure 6 is an enlarged sectional view taken on line 5 6 of Figure 1 with parts broken away.

Figure '7 is an enlarged sectional view taken on line l-l of Figure 2 with parts broken away'.

Figure 8 is an enlarged sectional view taken on line 8--8 of Figure 2 with parts broken away.

Figure 8a is an enlarged sectional View taken on line 8e2-8a with parts shown in section.

Figure 9 is a view similar to Figure 8 of a modied structure.

As best illustrated in Figures 1 and 2 of the drawings, the truck includes a pair of tubular axles I each having a pair of nanged wheels 3 secured thereto adjacent the end journal portions, o-n which journal boxes 5 are supported,

intermediate the wheels.

Each journal box 5 is articulated to opposite ends ci dropped center portions 8 of truck side frame members 9 of inverted Ll--shape formrb'y which is contacted by' the cam lface 2| of the' lever 2i) and having a rubber cushion vulcanized to the underside of thecam plate and in Contact with the bottom of the journal boxv depression' These cam faces of the levers 20 and cushion assemblies .23 are protected frorny cinders and dirtJ and therefore wea-'r by being located in the space between the top and sidesof the inverted U-sh'aped sideframes. n j U As best illustrated in Figures l, 2 and 7, one"- end of eachV main torsion barl spring I9 is splined and is adapted to be inserted nfl one of four in-- ternally spiined anchors 25 adapted to be anchored in dinerent' angular positions in trans-A verse openings in the side frames 9 at diagonally opposite ends adiacent the end sills I5 and on diagonally opposite' ends of the dropped center portions S therec Aoutside and adjacent the transcms i6, each of the anchors being provided with. an outerV nange- Zand an outer coverplate 21 through which studs 28 extend and are threadedinoeenings in the side frames. .y y

The opposite ends of each torsionbar s`pring`ll9 is rotatably mounted in a pair of bearing? members 29;-35 located in alignedv openings in the side frame opposite each anchor V25 and on=y either side of the lever 20 shown splined thereon infFigure 6. Each of the bearing members 29530 are provided with'a langethrough` which` studsinSI extend and threaded in theside member. Thev inner bearing member2'9 is provided with abushing having lubricant seals one between the bearing member and main torsion spring I9 and A the other seal between the bearing member 29 and inner face of the lever 2G. The outer bearing member 39 is provided with a bushing having a lubricant seal 35 between it and the outer face of the lever 29 and an outer cover plate 31 secured thereto by the studs 3l.

The inner ends of each of the eight radius links I I on directly opposite sides of the side frame are nonrotatably connected by torsion equalizer bars 39 as best shown in Figures 1 and 2. Each of the four torsion equalizer bars 39 have splined end portions each of which, as best illustrated in Figure 8, extend through openings in the side frame and an internally splined bushing 4I forming the inner member of a cushion assembly I3 and also through an internally splined opening in the inner end of a radius link Il so that each pair of bushings 4I and radius links H on directly opposite sides of the truck frame are connected by a torsion bar equalizer 39. The inner bushing member 4I of the cushion assembly I3 is provided with an external flange 42 on the inner end and a rubber bushing 43 is vulcanized to the inner face of the flange 42 and outer surface of the bushing 4I and is also vulcanized to the internal surface and outer faces of external end anges 44-45 of a bushing 4l forming the outer member of the cushion assembly I3. The end flanges 44-45 of the outer bushing are located in openings in the opposite sides of the side frames 9 and secured therein by studs 49 extending through an extension of the outer flange 45 and threaded in openings in the side frame. The opposite ends of each torsion equalizer bar 39 are threaded and a lock washer 5i! and nut 5I therein is provided to vdraw the links on opposite sides of the truck frame into tight contact with the outer end of the inner bushings 4I and compress the end portion of the rubber bushings 43 between each of the links II and the outer flanges of the outer bushings 4l of. the cushion assemblies in.

the opposite side frames. The above cushion assembly is also adapted to be mounted in similar openings in each journal box 5 for cushioning the outer ends of the links Il, as best illustrated in Figure 8a.

Figure 9 is a modiiied cushion assembly comprising an internally splined inner bushing 53 having an external inner end flange 54 and an external central ilange 55, an outer bushing` 5l having internal end ilanges 53-59 and a rubber bushing 6I vulcanized between the bushings. This cushion assembly is also adapted to be mounted in openings in the side frames 9 and journal boxes by studs 49. Either of the above described cushion assemblies when mounted in openings in the journal boxes 5 are connected to the outer end of a radius link Il by means of an externally splined bolt 62 having a lock washer 50 and a nut 5I thereon, shown in Figure 8a, serve to draw the inner face of the outer end of a link into tight contact with the outer end of the inner bushing 4I or 53 to compress the cuter end of the rubber bushings 43 or 6I between the inner face of the link and outer face of the ianges 45 or 59 of the cushion assemblies shown in Figures 8 or 9 in a similar manner to that described when the cushions are located in openings in the truck side frames 9.

With the radius links I I connected between the side frames 9 and journal boxes by the cushion assemblies I3 it will be apparent that longitudinal, transverse, vertical and torsional forces therebetween will be cushioned thereby and the rubber bushings yield to allow relative universal movement between the truck frame. links I I and journal boxes 5. When the truck frame is loaded and operating on straight track the radius links Il extend upwardly and inwardly from the journal boxes 5, as best shown in Figure 2. 'When on curved track additional load is imposed on the side frame on the outside of the curve'and less load is imposed on the inner side frame. The angle of the links with respect to the horizontal on the outside of the frame will accordingly be reduced and the truck base on this side will be increased and the angle of the links on the inside of the frame will be greater and the truck base on this side will be reduced. The axles will accordingly be steered in the proper direction for the curvature of the track. The cushion assemblies I3 and torsion equalizer bars 39 act in torsion, the bars acting to oppose this relative angular movement of the links on opposite sides of the truck and corresponding roll of the truck frame about its longitudinal center line with respect to the axles and thereby serve as cross equalizing anti-roll members. The cam face of the levers 2@ on the main torsion springs I9 may be formed to provide variable rate springing necessary to take care of variable loads and thereby also reduce roll of the truck frame relative to the axles. The only rubbing surfaces so far mentioned are those of the bearing members 29-30 in which the outer ends of the main torsion bar springs I9 are rotatably supported. A double acting hydraulic shock absorber 53 is connected by a link 64 directly between the outer end of each journal box 5 and the adjacent end of the side frame to damp out relative vertical movement therebetween.

The transverse shock forces between the axles I and truck frame due to curved track and also by the normal tendency of the axles to freely oscillate transversely7 of the frame on tangent track, by reason ofthe conical tread surface of the wheels 3, are absorbed bythe cushion assemblies l3 located directly between the radius links il and the truck frame and journal boxes 5. Brake applying means on the truck frame are provided to maintain equal and opposite pressure on brake shoes E5 on opposite sides of the brake disks on each axle when transverse shocks and movement of the axles relative to the frame occur with little resulting shock being imposed on the frame. As best illustrated in Figures 1 and 2 each axle brake applying means comprises a brake cylinder 61 secured transversely on the outside of4 each transom I6 and having opposed pistons G9 therein with attached piston rods 'il extending out of the opposite ends of the cylinder which is provided with an air pressure inlet opening I3 therein between the pistons EQ. Brake hanger links 'I5 are pivotally supported at the upper ende by transverse pins Il in brackets 'i9 secured to the side frames 9 inside and in the plane of each axle brake disc l. Each hanger link extends downwardly and outwardly toward a brake disc and is pivotally connected at the lower end by a transverse pin 8i) to a transverse link BI. A pair of vertically spaced longitudinallinks 83 are pivotecl intermediate their ends to the inner end of each transverse link 8! and pivoted at their inner ends to one end of the brake cylinder Sl and at their outer ends to a brake shoe t5 adjacent the inner face of a brake dis-c i by means of vertical pins 84. Another pair of vertically spaced longitudinal links 85 are pivoted intermediate their ends to the outer end of each transverse link Si and at the inner ends to a piston rod ll and at their outer ends to a brake shoe 65 on the outside of a brake disc l and' directly.- opposite theshoe on the links 83 by means ofvertical pins .8b. It will. be evidentthat' with the above described brake linkage thatequaland opposite pressures are applied by. the shoes 65 to opposite sides of: each axle brake-disc l and this linkage permits free transverse movement; of the axle relative to the truck frame asr transverse movement of the. axlesv l, discsl andv shoes 65 is transmitted through the linkage'directly to each of the opposed'pistons tendingto move them in the saine direction in the brake cylinder 6l and only the slight frictional force between the pistons and cylinder is applied to the cylinder and truck frame due, to this transverse axle movement.. The. brake applying means described includes linkage providing equal pressure to the brake shoes and air pressure equalization in each of the pistons connected'thereto. Vertical movement of: the brake discs l relative to the slices G5 causes relative vertical as well as angular sliding movement therebetween and the reaction from this movement is transmitted through the hanger links l5 to the brackets 79 secured on the side frames close to the transozne lli. With the brake shoes 65 applied to the discs 'l the brake reaction forces applied to the brackets "ail on opposite sides of the transoms are. equal and opposite and little torque is imposed on the truck frame and little longitudinal tilting or dive of the frame with respectY tothe axles occurs.

Abolster El is located between the transoins l with theends projecting outwardly through the bolster openings il in the opposite sideirarnes S as best shownin Figures i and 2. in Figures 3, i and 5 eachend of the bolster is pivotally. connected to swinglinks ilon eit sidethereof by a pin il! extending longitudinally through an opening in the bolster and openings in the lower ends of the swing lllprovide-:i with bushings iitherein. The pin Qi is prevented from turning in the bolster by set screws S5 extending into. openings therein. Annular rubber cushion assemblies 9'! are located on. the pin 9*! either-sident theswing links 8S and compressed longitudinally. by washers S8. and nuts 9301i opposite endszof the pins iii. The swing links t9 supporting. opposite ends of the bolster extend upwardly and inwardly and each is pivotally connected by means of a pin lei extending longi tudinally through the upper biiurcated end there of and secured thereto by set screws ltd and through a bushed opening in the outer end of a transverse lever 83 secured at its inner end on the splined inner end, not shown, of a longitudinal torsion bar bolster spring its rotatably supported in bushed openings on either side of the lever in a bearing member itl secured to the side frame il. The outer ends of each oi the four torsion bolster springs m5 are splined and insertable in splined anchors Mil in longitudinal openings in the end portions of the side frames E of the end sills. The anchors It are similiar to those previously de.- scribed and may be also secured byv studs llll to the side frames in diierent angular positions.

As best shown in Figures 1 and 2 doubleacting hydraulic shock absorbers l H are secured to both side frames 9 above the end of the bolster and pivotally connected by links H2. The bolster isprovided with a center plate H3 havn ing concentric upstanding fianges H4 and l I5 between which is located a cushion assembly shown generally at Il'l and comprising an upper wear plate and lower rubber cushion on which the car body, not shown, is pivotally mounted.

As best shown Suitable lubricant seals; H9, are. provided irr, either end ofthe bushing 93 in the lower ends ofthe,v swing links 89. to preventleakage oflubricantalongthe pin El.. The bushed openingsv in outer ends of the levers IUS arev also provided with lubricant seals |2I to prevent leakage or the lubricant between the lever and bifurcatedi upper end of the swing links 89. The bushedY openings in the bearing members |01 for the inner ends of the torsion bolster springs [05 are also provided with lubricant seals, not shown, and suitable lubricant reservoirs having iilling and vent openings are provided to lubricate each of the above mentioned bushings. ifl desired lem'ble boots 322 such as shown in dotted lines Figure 3 may be used to exclude dust and dirt from these pivoted joints. The bearing :neme` bers 29 and 36B, in which themain torsion springs it are supported, are also lubricated fromv a. reservoir, not shown, having filling and vent openings. The relatively few above mentioned rubbing surfaces are thus conveniently and adequately lubricated.

The angularly adjustable anchorsy 25 and Ul@ l, i'cr the main transverse torsion springs I 9 and longitudinal bolster torsion springs H35 provide means for varying the angularity of the longitudinal levers 2@ and transverse levers It and the rate of the springsv to which they are at,- tached and thereby the riding height of the truck frame above each of the journal boxes 5 and for varying the riding height of the bolster center plate H3 with respect to the truckfraine for diierent loads supported.

As the bolster swing links 88 oncpposite'sides of the truck france, are normally inclined uprdly and inwardly toward each other, the bolster 8l' tends to seek the lowest position withv reference to the truck frame. When on curved .y track the angularity of the swing links on the outside of the curve increases with respect to the vertical tending to raise vthe end of the bolster on this side and the angularity of the swing link-s on the inside decreases, with respect to thev vertical, lowering of the end of the bolster on this side. This causes proper banking ofthe bolster and body supported thereon when 'rounding curves. Also as the angularity of the'swing link on the outside increases, the eiective leverarm' distance of the transverse lever H33 is decreased and the rate ci the longitudinal torsion springs increased. Conversely the decrease in angular-ity of the swing linkson the inside decreases the elles-tive lever arm length ofthe transf verse levers |03 on the inside increases and the rate of the longitudinal torsion springs decreases. The above described bolster suspension thus provides a variable spring rate opposing roll of the bolster and car body and likewise causes proper banking of the bolster and car body on turns and the shock absorbersl III between the ends of the bolsterv and side frames dainps out any oscillations of the bolsterthereby providing a stable ride on tangent or curved track.

For freight cars sui'hcient transverse cushioning is provided by the cushion assemblies I3 vbetween the truck frame links I! and journal boxes 5 so that the bolster may be integral with the frame and the above described bolster sus-.

frame portions intermediate the axles, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and journal boxes acting in torsion, shear and compression with respect to the-transverse axes of the frame and journal boxes, means pivotally connecting the opposite ends of the guiding links in the bushings of the frame and journal boxes for cushioned movement therein, transverse anti-roll torsion bars interconnecting the inner ends of the guiding links on opposite sides of the side frame portions, torsion bar springs on the frame and a lever secured to each spring and engaging a journal box, said springs and levers normally positioning the pivoted outer ends of the parallel guiding links below the inner ends thereof.

2.V In a railway truck longitudinally spaced Wheeled axles having end journals, journal boxes on the axle journals, a truck frame having side frame portions intermediate the axles, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and journal boxes acting in torsion, shear and compression with respect to the transverse axes of the frame and journal boxes, means pivotally connecting the opposite ends of the parallel guiding links in the bushings of the frame and journal boxes for cushioned movement therein, transverse anti-roll torsion bars interconnecting the inner ends of the guiding links and pivoted in the bushings of the opposite side frame portions, torsion bar springs on the frame and a lever secured to each spring and engaging a journal box, said springs and levers normally positioning the pivoted outer ends of the parallel guiding links below the inner ends thereof.

3. In a railway -truck longitudinally spaced wheeled axles having end journals, journal boxes on the axle journals, each of said journal boxes having a resilient cushion thereon and a cam plate on the cushion, a truck frame having side frame portions intermediate the axles, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and journal boxes acting in torsion, shear and compression with respect to the transverse axes of the frame and journal boxes, means pivotally connecting the opposite ends of the y,

bushings of the opposite side frame portions and also cushioned in said bushings, torsion bar springs on the frame and a lever secured to each spring and provided with a caro surface engaging a journal box cani plate, said springs and levers normally positioning the pivoted outer ends of the parallel guiding links below the inner ends thereof.

f 4. In a railway truck longitudinally spaced wheeled axles having end journals, journal boxes on the axle journals, each of said journal boxes having a resilient cushion thereon and a cam plate on the cushion, a truck frame having side frame portions intermediate the axles, each of said side frame portions having end projections covering the journal boxes, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and journal boxes acting in torsion, shear and compression With respect to the transverse axes of the frame and journal boxes, means pvotally connecting the opposite ends of the guiding links in the bushings of the frame and journal boxes ior cushioned movement therein, transverse anti-roll torsion bars interconnecting the inner ends of the guiding links pivoted in the bushings in the opposite side frame portions and also cushioned in said bushings, torsion bar springs on the frame and a lever secured to each spring and provided with a cam surface engaging a journal box cam plate, said springs and levers normally positioning the pivoted outer ends of the parallel guiding links below the inner ends thereof.

5. l'n a railway truck longitudinally spaced wheeled axles havinCr end journals, journal boxes on the axle journals, each of said journal boxes having a longitudinal groove in the upper portion, a resilient cushion member and a cam plate supported thereon and located in the journal box groove, a truck frame having side frame portions intermediate the axles, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and the journal boxes acting in torsion, shear f and compression with respect to the transverse axes of the frame and journal boxes, means pivotally connecting the opposite ends of the guiding links in the bushings of the frame and journal boxes for cushioned movement therein, transverse anti-roll torsion bars interconnecting the inner ends oi the guiding links pivoted in the bushings of the opposite side frame portions and also cushioned in said bushings, transverse torsion bar springs on the frame and a lever secured to each spring and provided with a cam surface extending into the longitudinal groove of a journal box and engaging the cam plate therein, said springs and levers normally positioning the pivoted outer ends of the guiding links below the nner ends thereof.

6. In a railway truck longitudinally spaced Wheeled axles having end journals, journal boxes on the axle journals, each of said journal boxes having a longitudinal groove in the upper portion, a resilient cushion and a cam plate supported thereon and located in each journal box groove, a truck frame having side frame portions intermediate the axles, said side frame portions having end projections covering the journal boxes, longitudinally extending parallel guiding links for the journal boxes, resilient bushings in the truck frame side portions and the journal boxes acting in torsion, shear and compression with respect to the transverse axes of the frame and journal boxes, means pivotally connecting the opposite ends of the guiding links in the bushings of the frame and journal boxes for cushioned movement therein, transverse anti-roll torsion bars interconnecting the inner ends of the guiding links pivoted in the bushings of the opposite side frame portions and also cushioned in the bushings, transverse torsion bar springs on the frame, each of said springs having' one end adjustably secured to one side frame portion and the other end rotatable in the opposite side frame portion and a lever secured to the rotatable end of each spring and provided with a'cam surface extending into the longitudinal groove in each journal box and engaging the cam plate therein, said springs and levers normally positioning the pivoted outer ends of the guiding links below the inner ends thereof.

ALAN R. GRIPE.

(References on following page) Number REFERENCES CITED The following references are of record in the ,2'330305 le of this patent: f

UNITED STATES PATENTS 5 21408520 Number Name Date 2,410,068

1,962,893 Christianson June 12, 1934 2,166,769 Rabe July 18, 1939 2,283,971 chambers May 26, 1942 "@Number 2,289,423 Guernsey July 14, 1942 10 338,763 2,327,151 Cottrell Aug. 17, 1943 Name -Date, Muchnic Sept. 28, 1943 Travlla et a1. Oct. 26, 1943 Leese Aug. 8, 1944 Krotz Oct. 1, 1946 Hickman Oct. 29, 1946 FOREIGN PATENTS Country n Date Italy Mar. 31, 1936 

